6 Sec. P. Introduction BMW is successively developing a new family of diesel engines with direct injection (DI) that will include 4-cylinder, 6-cylinder and 8-cylinder engines. Following the successful introduction of the M47D20 4-cylinder engine, a new 6-cylinder engine will soon be phased into series production. This engine features all the design characteristics of the second generation of direct injection diesel engines and represents the currently most advanced diesel technology available in passen ger vehicles. Thanks to its outstanding performance and high comfort properties in conjunction with excellent exhaust quality and integral fuel economy, this engine enjoys a leading position in the competitive environment. spec. output 6-cyl 4-cyl Displacement KT-3692 Fig. : Competitive situation M47/M57 Initially, the new M57 engine will be installed in the form of a topof-the-range diesel engine in the 5 and 7 Series. The M67 will enhance the top end of the diesel engine range in the 7 Series. Parallel to this, the well-proven indirect injection engines (IDI) still remain in the product range. will

7 Sec. P.2 Objectives The layout and design particularly of the six-cylinder engine is based on the following primary objectives: The creation of a top-of-the-range diesel engine for all BMW model series Maintaining the leading competitive position with regard to output power and torque development as well as comfort in the entire diesel vehicle segment Securing marketability by the use of future-oriented technical concepts incorporating further development capabilities

8 Sec. P.3 Concepts The concept features of the new engines correspond to those of second generation DI diesel engines. The advantages in fuel consumption offered by the first seriesproduced DI diesel engines were offset by a series of disadvantages regarding acoustic comfort, performance, emission, pas senger compartment heating and costs compared to modern IDI diesel engines. In contrast to this, with second generation DI diesel engines it has been possible to improve all customer-relevant features, with the exception of costs, by incorporating new or further developed technical concepts. In-line design Direct injection 4-valve technology 2nd generation VNT DDE Common rail Further development KT-3893 Fig. 2: Technical concepts The superiority of these engines is the result of non-compromising basic engine design (modular system) in conjunction with progressive technical concepts.

29 Sec. 2 P.4 Flywheel The flywheel is located between the engine and gearbox. The task of the flywheel is to increase the rotating mass so as to enable more uniform rotary motion. Various types of flywheel are used depending on the type of gearbox installed. M57-specific features Manual gearbox: Dual-mass flywheel Automatic gearbox: Sheet-metal flywheel based on sandwich design M67-specific features Automatic transmission (5HP30): Sheet metal flywheel with integrated incremental wheel, TDC allocation adapted to control unit Technical data: M57 V-angle Inlet valves Exhaust valves M degrees 3.0 degrees

30 Sec. 2 P.5 Connecting rods with bearings The connecting rod connects the piston to the crankshaft. Each connecting rod is mounted such that it can rotate. The following features applies both to the M57 and M67: Big-end bearing half on connecting rod end designed as sputter bearing M57-specific features Connecting rod : Common part with M47 Material C40 mod. Cracked version M67-specific features Material C70 For assembly reasons, obliquely split trapezoidal connecting rod, cracked M57 M67 KT-3677 Fig. 22: Piston with connecting rod KT-3679

32 Sec. 2 P.7 Pistons with rings and pins The piston forms the moving bottom wall of the combustion chamber. Its specially designed shape contributes to ensuring optimum combustion. The piston rings seal off the gap to the cylinder wall so as to ensure high compression and as little gas possible enters the crankcase. as The following features apply both to the M57 and M67: Cooling duct piston with rotationally symmetrical piston crown bowl specific to DI common rail The lobe in the piston crown bowl is higher than on the M47 KT-3688 Fig. 23: Sectional view of combustion chamber M67-specific features The pistons of cylinder bank ( - 4) and cylinder bank 2 (5-8) differ as the valve arrangement is not symmetrical (different valve pockets on piston); the pistons are identified accordingly

33 Sec. 2 P.8 Chain drive The rotary motion of the crankshaft is transferred to the camshaft via the chain drive. In this way it defines the interaction between the stroke motion of the piston and the movements of the valves. The following features apply both to the M57 and M67: 2-piece chain drive Tensioning rail made from aluminium die casting with plastic slide lining Bushed roller chains M57-specific features Chain drive : From crankshaft to common rail high pressure pump Chain drive 2: From common rail high pressure pump to camshafts Double-acting chain tensioner E I Camshaft 2 - Chain tensioner 3 - Tensioning rail 4 - Common rail high pressure pump 5 - Crankshaft 6 - Guide rail 7 - Oil pump Fig. 24: Chain drive - M57: KT-368

35 Sec. 2 P.20 Oil pan The oil pan represents the bottom end of the engine and serves as an oil collection reservoir. The position of the oil pan (sump) depends on the design of the front axle. M57-specific features Aluminium die cast with integrated thermal oil level sensor Oil pan gasket designed as metal-backed gasket (same as on M47, common part E38 and E39) Return flow pipe (E38) so that oil from the oil separator can return to the oil sump below the oil level (blow-by gases) O-ring Oil return pipe from oil separator Forward direction KT-370 Fig. 26: Oil pan - M57 in E38

37 Sec. 2 P.22 Timing case cover (M57) On the M57 the timing case cover covers the chain drive in the area of the crankcase. On the M67 this cover is integrated in the crankcase. Aluminium die casting Sealed off from crankcase by means of sheet metal beaded gasket (replace gasket after disassembly) Unit and belt tensioner connection on cover Rear end cover (M67) The rear end cover houses the rotary shaft seal and seals off the rotating crankshaft from the outside. Aluminium die casting Sealed off from crankcase by means of sheet metal beaded gasket (replace gasket after disassembly)

38 Sec. 3 P. Ancillary components and belt drive Brief description Various ancillary components are driven by the crankshaft of the engine with the aid of one or two drive belts. The belt is routed over deflection pulleys in order to ensure sufficient hold (adhesion) about the drive wheels. Tensioning rollers subject the belt to the necessary preload. The ancillary components fulfil various tasks only when the engine is running. Requirements and Objectives The following requirements and objectives apply to the ancillary components and belt drive. Requirements - Slip-free drive of ancillary components Maintenance-free - Optimum power output of ancillary components Objectives - Improvement of noise characteristics - Increase in charge levels in the lower speed range

44 Sec. 3 P.7 Tensioning pulley or idler pulley The tensioning pulley is designed as a spring-loaded element, thus rendering the hydraulic connection (M47) unnecessary. The idler pulley arranged on the alternator ensures the belt drive runs more smoothly.

45 Sec. 4 P. Engine mounts Brief description The engine mount principle used on the M57 and M67 engines basically the same as from the M5TÜ. The damping charac teristics of the hydraulic mount are set softer or harder by means of a vacuum. In this way, the vibration transmitted from the engine to the body can be influenced specifically. Requirements and Objectives The following requirements and objectives apply to the engine mounts: Requirements - Various damping characteristics of the mounts Simple design - Rapid response characteristics Objectives - Comfort at idle speed - Isolation of engine vibration - Specific reduction in natural resonance of engine caused by uneven road surfaces and shut-down judder. - is

46 Sec. 4 P.2 System structure The system consists of: Two hydraulic mounts with controlled damping characteristics One electric changeover valve The control unit (DDE) Various electrical and pneumatic lines KT-72 Fig. 32: System layout

47 Sec. 4 P.3 Component description Hydraulic mount The damping-controlled hydraulic mount consists of: One conventional hydraulic mount One control unit The hydraulic mount with controlled damping characteristics operates by way of vacuum. In the basic setting, no vacuum is applied to the hydraulic mount. Bypass (4) is closed. This is achieved by means of spring (0) pressing a rubber diaphragm against the sealing surface of the nozzle plate. The hydraulic fluid can only flow back and forth via an annular duct (5) between the upper (7) and lower (5) chamber. The mount acts as a conventional hydraulic mount. The damping characteristics are hard. KT-73 Fig. 33: Damping-controlled engine mount

48 Sec. 4 P.4 The force exerted by the spring is reduced by applying vacuum to the control unit of the mount (2) so that a bypass now opens permanently. The hydraulic fluid can now flow back and forth via larger cross section between the two chambers. The damping characteristics of the mount are now softer. The damping-controlled engine mount is designed to suit specific types of engine: M57: M67: Pin/pin mount The left and right mounts differ due to the asymmetrical arrangement of the engine mounts. (Spring rate: left 80 N/mm / right 220 N/mm) Pin/flange mount The left and right mounts are inversely symmetrical due to the symmetrical arrangement of the engine mounts. (Spring rate: 350 N/mm) The left mount features a stop bowl in order to restrict engine movement when taking up torque. a

50 Sec. 4 P.6 Vacuum supply The necessary volumetric flow is taken from the vacuum line between the vacuum pump and brake booster. For this purpose, the vacuum line of the damping-controlled hydraulic mount is connected to the long outlet of the distributor. The connection for the damping-controlled hydraulic mount is calibrated larger (Ø 0.8) than the connections for the VNT and EGR (Ø 0.5). Thottle orifice KT-74 Fig. 35: Distributor The vacuum is within the pressure range from 0.5 to 0.9 bar. It is switched by means of an electric changeover valve. The vacuum hose between the vacuum line and the electric valve is arranged such that the possibility of rodent damage etc. excluded with a high degree of probability. is

51 Sec. 5 P. Lubrication system Brief description The lubrication system of the M57 corresponds to that of the M47. Geometric adaptations and optimisation measures have been implemented. Requirements and Objectives The lubrication system must meet the following requirements and objectives: Requirements - To lubricate sliding surfaces in the engine To dissipate heat - To absorb combustion residue of the fuel - To seal off gap between cylinder and piston Objectives - To lower oil consumption - To increase engine performance To minimise engine wear - -

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